Vertical take-off and landing aircraft using hybrid-electric propulsion system
Summary by NHIP
Hybrid-electric VTOL aircraft
The hybrid aircraft uses an engine, generator, and battery to power a motor that drives a variable-position thrust generating apparatus. A controller selects silence or normal modes to determine power sources based on the required power and current position of the thrust apparatus.
Claim Score by NHIP
Abstract
A vertical take-off and landing aircraft using a hybrid electric propulsion system includes an engine, a generator that produces electric power using power supplied by the engine, and a battery that stores the produced electric power. A motor receives the electric power stored in the battery and electric power produced by the generator but not stored in the battery and provides the power to a thrust generating apparatus. A controller selects either silence mode or normal mode, and determines the amount of electric power stored in the battery and the amount of electric power not stored in the battery from the electric power supplied to the motor. In the silence mode, the controller supplies only the electric power stored in the battery and controls a duration by adjusting output power of motor. In the normal mode, the controller supplies electric power not stored in the battery.
Term
9.8 yearsleft in the term
Expires 15 July 2036.
- Priority
- Filed
- Granted
- Today
- Expires
20 claims: 2 independent, 18 dependent
- 1Broadest claimClaim Score 65, broad(NHIP)A hybrid aircraft comprising:an engine;a generator configured to produce electric power using power supplied by the engine;a battery configured to store the electric power produced by the generator;at least one thrust generating apparatus whose position is variable;a motor configured to receive at least one of the electric power stored in the battery and electric power produced by the generator but not stored in the battery and provide the power to at least one thrust generating apparatus;and a controller configured to acquire the current position of the at least one thrust generating apparatus, determine required power indicating electric power supplied to the motor based on the current position of the at least one thrust generating apparatus, and determine the amount of the electric power stored in the battery and the electric power produced by the generator but not stored in the battery among the electric power supplied to the motor based on the determined required power.
- 19A method of controlling a hybrid aircraft, the method comprising:acquiring a current position of at least one thrust generating apparatus of the hybrid aircraft whose position is variable;determining required power according to a flight state based on the current position of the at least one thrust generating apparatus;and determining the amount of first electric power and the amount of second electric power among the electric power supplied to the motor that provides power to the at least one thrust generating apparatus based on the required power, wherein the first electric power comprises electric power stored in the battery from electric power produced by the generator using a power supplied by the engine, and the second electric power comprises electric power not stored in the battery from the electric power produced by the generator.
Independent claims2
187 paragraphs in 5 sections, as filed
CROSS-REFERENCE TO RELATED APPLICATIONS
0001This application is a continuation of U.S. patent application Ser. No. 15/321,699, which is the U.S. national stage of international patent application no. PCT/KR2016/007760, filed Jul. 15, 2016, which claims priority to Korean patent application 10-2015-0101979, filed Jul. 17, 2015. The foregoing applications are incorporated herein by reference.
BACKGROUND
Field of the Invention
0002The following embodiments relate to a vertical take-off and landing (VTOL) aircraft using a hybrid-electric propulsion system.
Description of Related Art
0003A vertical take-off and landing aircraft based on a rotary wing, such as a helicopter, does not need separate takeoff and landing facilities and equipment, but has lower high-speed flight performance, high-altitude performance, and flight endurance performance than an equivalent fixed-wing aircraft. Compared to a fixed-wing aircraft for which various propulsion systems—from an electric motor to a jet engine—are possible, a vertical take-off and landing (VTOL) aircraft which depends only on the shaft horsepower of an engine has a limited selection of appropriate propulsion systems as the weight of the aircraft decreases. In particular, a reciprocating engine that is widely used in a small aircraft with a maximum take-off weight (MTOW) of about 10 Kg to about 300 Kg has a very small output-to-weight ratio of about 2. Therefore, in order to supply power needed for vertical take-off and landing, an engine needs to be very bulky, and the propulsion system is excessively heavier compared to an empty weight of the aircraft. Thus, it is difficult to obtain a payload and endurance time required for a mission. Therefore, a propulsion system using a battery and an electric motor is widely used in a small aircraft. However, due to limitations of the current technology on batteries with low energy density, it is impossible to provide sufficient endurance time required for a mission.
0004A long endurance flight requires an energy source with high specific energy and a power device capable of converting the said energy where as a vertical take-off and landing requires an energy source with high specific power and a device capable of converting the said power.
0005However, an energy source or a power generating device with both high specific energy and high specific power doesn't exist, so in general, an energy source and a power generating device with high specific energy are installed in an aircraft. Since vertical take-off and landing of an aircraft need much energy, and a propulsion system including a power generating device should be designed to supply sufficient power even during the vertical take-off and landing, such a configuration significantly increases the total weight of the propulsion system beyond the weight needed for a flight, causing an increase in weight of the aircraft and inefficiency of the propulsion system.
0006Recent and continuing efforts include utilizing an energy source with high specific energy and an energy source with high specific power at the same time to decrease the weight of the propulsion system, increase efficiency, and provide longer endurance time.
SUMMARY OF THE INVENTION
0007The hybrid vertical take-off and landing aircraft according to an embodiment may determine required power on the basis of the current position of a thrust generating apparatus, thus providing high flight efficiency.
0008The hybrid vertical take-off and landing aircraft according to an embodiment may supply only electric power stored in the battery to a motor in silence mode, thus providing low-noise flight without noise generated by an engine and a generator (or, an alternator).
0009The hybrid vertical take-off and landing aircraft according to an embodiment may control a first thrust generating apparatus that receives power from the engine and a second thrust generating apparatus that receives electric power produced by the generator depending on vertical flight or horizontal flight, thus providing high flight efficiency.
0010The hybrid vertical take-off and landing aircraft according to an embodiment may include an engine, a generator configured to produce electric power using power supplied by the engine, a battery configured to store the electric power produced by the generator, a motor configured to receive at least one of the electric power stored in the battery and electric power produced by the generator but not stored in the battery and provide the power to at least one thrust generating apparatus, and a controller configured to select either silence mode or normal mode, and determine the amount of electric power stored in the battery and the amount of electric power not stored in the battery from the electric power supplied to the motor, based on the selected mode, wherein, in the silence mode, the controller configured to supply only the electric power stored in the battery to the motor, and control a duration by adjusting output power of motor, and wherein, in the normal mode, the controller configured to supply electric power not stored in the battery to the motor.
0011Technical solutions of the present invention are not limited to the aforesaid, and other technical solutions that are not described herein would be clearly understood by those skilled in the art from the following description and the accompanying drawings.
0012The hybrid vertical take-off and landing aircraft according to an embodiment may determine required power on the basis of the current position of a thrust generating apparatus, thus providing high flight efficiency.
0013The hybrid vertical take-off and landing aircraft according to an embodiment may supply only electric power stored in the battery to a motor in the silence mode, thus providing low-noise flight without noise generated by an engine and a generator
0014The hybrid vertical take-off and landing aircraft according to an embodiment may control a first thrust generating apparatus that receives power from the engine and a second thrust generating apparatus that receives electric power produced by the generator depending on vertical flight or horizontal flight, thus providing high flight efficiency.
BRIEF DESCRIPTION OF THE DRAWINGS
0015<figref idref="DRAWINGS">FIG. 1</figref> is a diagram for describing a hybrid vertical take-off and landing aircraft according to an embodiment.
0016<figref idref="DRAWINGS">FIG. 2</figref> is a block diagram showing a propulsion system of a hybrid vertical take-off and landing aircraft according to an embodiment.
0017<figref idref="DRAWINGS">FIG. 3</figref> is a diagram for describing a battery management system (BMS) according to an embodiment.
0018<figref idref="DRAWINGS">FIG. 4</figref> is a block diagram showing a propulsion system of a serial-type hybrid vertical take-off and landing aircraft according to an embodiment.
0019<figref idref="DRAWINGS">FIG. 5</figref> is a diagram for describing a change in position of a propulsion generating device according to an embodiment.
0020<figref idref="DRAWINGS">FIG. 6</figref> is a diagram showing a mission profile of a hybrid vertical take-off and landing aircraft during a mission according to an embodiment.
0021<figref idref="DRAWINGS">FIG. 7</figref> is a diagram showing a mission profile of a hybrid vertical take-off and landing aircraft during a mission according to another embodiment.
0022<figref idref="DRAWINGS">FIG. 8</figref> is an operational flowchart for describing an electric power control method of a hybrid vertical take-off and landing aircraft according to an embodiment.
0023<figref idref="DRAWINGS">FIG. 9</figref> is a block diagram showing a propulsion system of a serial-type hybrid vertical take-off and landing aircraft according to another embodiment.
0024<figref idref="DRAWINGS">FIG. 10</figref> is an operational flowchart for describing entry into silence mode according to an embodiment.
0025<figref idref="DRAWINGS">FIG. 11</figref> is an operational flowchart for describing a method of controlling a hybrid vertical take-off and landing aircraft according to another embodiment.
0026<figref idref="DRAWINGS">FIG. 12</figref> is a diagram for describing a mixed type hybrid vertical take-off and landing aircraft according to an embodiment.
0027<figref idref="DRAWINGS">FIG. 13</figref> is a block diagram showing a propulsion system of a mixed type hybrid vertical take-off and landing aircraft according to an embodiment.
0028<figref idref="DRAWINGS">FIG. 14</figref> is a diagram for describing first to third periods according to an embodiment.
0029<figref idref="DRAWINGS">FIG. 15</figref> is an operational flowchart for describing a method of controlling a mixed type hybrid vertical take-off and landing aircraft according to an embodiment.
DETAILED DESCRIPTION OF THE INVENTION
0030The hybrid vertical take-off and landing aircraft according to an embodiment may include an engine, a generator configured to produce electric power using power supplied by the engine, a battery configured to store the electric power produced by the generator, a motor configured to receive at least one of the electric power stored in the battery and electric power produced by the generator but not stored in the battery and provide the power to at least one thrust generating apparatus, and a controller configured to select either silence mode or normal mode, and determine the amount of electric power stored in the battery and the amount of electric power not stored in the battery from the electric power supplied to the motor, based on the selected mode, wherein, in the silence mode, the controller configured to supply only the electric power stored in the battery to the motor, and control a duration by adjusting output power of motor, and wherein, in the normal mode, the controller configured to supply electric power not stored in the battery to the motor.
0031Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. However, the present invention is not restricted or limited to the embodiments. Also, like reference numerals in the drawings denote like elements.
00321. Hybrid Vertical Take-Off and Landing Aircraft
0033<figref idref="DRAWINGS">FIG. 1</figref> is a diagram for describing a hybrid vertical take-off and landing aircraft according to an embodiment.
0034Referring to <figref idref="DRAWINGS">FIG. 1</figref>, a hybrid vertical take-off and landing (a hybrid VTOL) aircraft <b>100</b> may be represented as an aircraft having wings that performs take-off and landing in a vertical direction and generates lift force. Thus, the hybrid vertical take-off and landing aircraft <b>100</b> can take off and land without needing a runway. The hybrid vertical take-off and landing aircraft <b>100</b> may include fixed wings <b>111</b> and <b>112</b> that are fixed on the body of the aircraft and rotary wings <b>121</b>, <b>122</b>, and <b>123</b> that rotationally move to generate thrust. For example, the rotary wings <b>121</b>, <b>122</b>, and <b>123</b> may include a propeller, a rotor, or a ducted fan. The hybrid vertical take-off and landing aircraft <b>100</b> may have a larger flight range and a longer flight time than a rotary-wing aircraft such as a helicopter. Also, the hybrid vertical take-off and landing aircraft <b>100</b> may not need an additional take-off and landing apparatus, such as a catapult.
0035Also, the hybrid vertical take-off and landing aircraft <b>100</b> may require more power than a fixed-wing aircraft during take-off and landing. Thus, the hybrid vertical take-off and landing aircraft <b>100</b> may use a high specific power battery.
0036In an embodiment, the hybrid vertical take-off and landing aircraft <b>100</b> may supply power to the rotary wings <b>121</b>, <b>122</b>, and <b>123</b> by a hybrid method. Here, the hybrid method may include a serial hybrid method, a parallel hybrid method, and a mixed hybrid method.
0037In the hybrid vertical take-off and landing aircraft <b>100</b>, the serial hybrid method is a method of driving the rotary wings <b>121</b>, <b>122</b>, and <b>123</b> using an electric motor. In this method, an engine may supply power to a generator (or, an alternator) the generator may produce electric power using the power supplied from the engine, and the motor may drive the rotary wings <b>121</b>, <b>122</b>, and <b>123</b> using the electric power produced by the generator.
0038In the hybrid vertical take-off and landing aircraft <b>100</b>, the parallel hybrid method is a method of driving the rotary wings <b>121</b>, <b>122</b>, and <b>123</b> using an engine and a motor. In this method, a generator may produce electric power using power supplied from an engine, and the motor may drive the rotary wings <b>121</b>, <b>122</b>, and <b>123</b> using the power produced by the generator. In addition, the engine may drive the rotary wings <b>121</b>, <b>122</b>, and <b>123</b> using the power of the engine.
0039In the hybrid vertical take-off and landing aircraft <b>100</b>, the mixed hybrid method mixes the serial hybrid method and the parallel hybrid method. In this method, some of the rotary wings <b>121</b>, <b>122</b>, and <b>123</b> may be driven in the serial hybrid method, and the others may be driven in the parallel hybrid method.
0040In an embodiment, according to a flight operation of the hybrid vertical take-off and landing aircraft <b>100</b>, the rotary wings <b>121</b> and <b>122</b> may be tilted. As an example, the rotary wings <b>121</b> and <b>122</b> may be tilted upward when the hybrid vertical take-off and landing aircraft <b>100</b> is taking off or landing vertically and may be tilted forward when the hybrid vertical take-off and landing aircraft <b>100</b> is flying horizontally.
0041A configuration, an operation, and an example of the hybrid vertical take-off and landing aircraft <b>100</b> will be described in detail below.
00422. Serial-Type Hybrid Vertical Take-Off and Landing Aircraft
0043<figref idref="DRAWINGS">FIG. 2</figref> is a block diagram showing a propulsion system of a hybrid vertical take-off and landing aircraft according to an embodiment.
0044Referring to <figref idref="DRAWINGS">FIG. 2</figref>, a propulsion system <b>200</b> of the hybrid vertical take-off and landing aircraft may include a fuel tank <b>210</b>, an engine <b>220</b>, a generator <b>230</b>, an electric power controller <b>240</b>, a controller <b>250</b>, a battery <b>260</b>, a motor driver <b>270</b>, and a motor <b>280</b>. Also, the propulsion system <b>200</b> may further include a propeller. Since the propulsion system <b>200</b> is of the serial hybrid method, the propeller may be driven by the motor <b>280</b> having electric power as a power source, instead of being supplied with power from the engine <b>220</b>.
0045The fuel tank <b>210</b> may supply fuel to the engine <b>220</b>. The fuel tank <b>210</b> may be variously designed to have a capacity range that may satisfy a target flight time. Also, the fuel tank <b>210</b> may be designed not to incur damage or fuel leakage in all conditions that may occur while the aircraft is carrying out a mission.
0046The engine may burn the fuel supplied from the fuel tank <b>210</b> to generate mechanical power. In the serial hybrid method, the engine <b>220</b> may be driven to provide power that is used by a generator to produce electric power.
0047Output power of the engine <b>220</b> may be variously designed in a range of output power that may sufficiently supply power needed for safe flight of the hybrid vertical take-off and landing aircraft. Also, the engine <b>220</b> may be turned on or off by the generator <b>230</b>.
0048The generator <b>230</b> may produce electric power using the power supplied from the engine <b>220</b>. In an embodiment, the generator <b>230</b> may be an integrated starter and generator (ISG). Also, the generator <b>230</b> may convert the power of the engine <b>220</b> into electrical energy and may convert the electric energy into mechanical energy. In this case, the generator <b>230</b> may convert the power of the engine <b>220</b> into 3-phase AC electric power. In this case, a line-to-line voltage of the 3-phase AC electric power may be lower than a voltage of the battery <b>260</b>. Also, the generator <b>230</b> may control the supply of power to the engine <b>220</b> to control the startup of the engine <b>220</b>. For example, the generator <b>230</b> may block the supply of power to the engine <b>220</b> to turn off the engine <b>220</b> when the generator <b>230</b> does not produce electric power and may supply power to the engine <b>220</b> to turn on the engine <b>220</b> when the generator <b>230</b> produces electric power.
0049The electric power controller <b>240</b> may control electric power produced and supplied by the propulsion system <b>200</b>. The electric power controller <b>240</b> may be represented as a power management unit (PMU) or a power controller (PCU). The electric power controller <b>240</b> may monitor the amount of electric power required by the propulsion system <b>200</b> and may control the generator <b>230</b> to supply the power required by the propulsion system <b>200</b> on the basis of a result of the monitoring.
0050In an embodiment, the electric power controller <b>240</b> may include a converter configured to convert AC electric power into DC electric power. For example, the converter may include a 3-phase inverter, which may convert 3-phase AC electric power produced by a generator into DC electric power. The electric power controller <b>240</b> may supply the DC electric power to the battery <b>260</b> or an auxiliary battery. For example, the electric power controller <b>240</b> may control the supply such that the DC electric power supplied to the battery <b>260</b> is less than the DC electric power supplied to the auxiliary battery. Also, the electric power controller <b>240</b> may directly supply the DC electric power to the motor <b>280</b>.
0051Also, the electric power controller <b>240</b> may determine whether the generator <b>230</b> will produce electric power by considering the amount of electric power stored in the battery <b>260</b>, the amount of electric power to be supplied to the motor, etc.
0052Also, the electric power controller <b>240</b> may control a throttle of the engine <b>220</b> and the generator <b>230</b> to control the startup of the engine <b>220</b>. For example, the electric power controller <b>240</b> may control a throttle signal of the engine <b>220</b> through a converter (e.g., a 3-phase inverter) to adjust revolutions per minute (RPM) of the engine <b>220</b> and may control torque of the generator <b>230</b> through the converter.
0053Also, the electric power controller <b>240</b> may monitor information regarding a fuel level indicating the remaining amount of fuel in the fuel tank <b>210</b>, RPM of the engine <b>220</b>, a rotor position of the generator <b>230</b>, a voltage and current of power generated by the generator <b>230</b>, and a voltage and current provided to the motor driver <b>270</b> by the battery <b>260</b>.
0054The controller <b>250</b> may control elements associated with the flight of the propulsion system <b>200</b>. In an embodiment, the controller <b>250</b> may control the fuel tank <b>210</b>, the engine <b>220</b>, the generator <b>230</b>, the electric power controller <b>240</b>, the battery <b>260</b>, and the motor driver <b>270</b>. The controller <b>250</b> may monitor battery state such as the fuel level of the fuel tank <b>210</b>, the amount of electric power stored in the battery <b>260</b>, and temperature of the battery <b>260</b>. Also, the controller <b>250</b> may include a communication system, an identification system, a navigation system, an autopilot apparatus, an electronic aircraft management system, an anti-collision system, a radar system, etc. The controller <b>250</b> may be represented as avionics.
0055In the block diagram shown in <figref idref="DRAWINGS">FIG. 2</figref>, the controller <b>250</b> and the electric power controller are shown as being separate from each other, but are not limited thereto. Accordingly, the controller <b>250</b> and the electric power controller <b>240</b> may be configured as one unit.
0056The battery <b>260</b> may store the DC electric power obtained by the conversion of the electric power controller <b>240</b> and may supply the stored DC electric power in the motor <b>280</b>. In an embodiment, the battery <b>260</b> may be a lithium polymer (LiPo) battery and may include a plurality of cells. Also, the battery <b>260</b> may be controlled by a battery management system (BMS). The battery <b>260</b> and the BMS will be described in detail with reference to <figref idref="DRAWINGS">FIG. 3</figref>.
0057The motor driver <b>270</b> may control the motor <b>280</b>. In an embodiment, the motor driver <b>270</b> may receive a control signal from the controller <b>250</b> or the electric power controller <b>240</b> and may control the motor <b>280</b> according to the received control signal.
0058The motor <b>280</b> may receive electric power from at least one of the electric power controller <b>240</b> and the battery <b>260</b> and may drive the propeller of the hybrid vertical take-off and landing aircraft.
0059In an embodiment, the motor <b>280</b> may be a brushless DC electric motor (BLDC motor) or a permanent-magnet synchronous motor (PMSM).
0060<figref idref="DRAWINGS">FIG. 3</figref> is a diagram for describing a battery management system (BMS) according to an embodiment.
0061Referring to <figref idref="DRAWINGS">FIG. 3</figref>, the BMS <b>310</b> may monitor a state of the battery <b>320</b> and may control the battery <b>320</b>. The BMS <b>310</b> may perform a control such that charging states and cell voltages are equal among a plurality of battery cells included in the battery <b>320</b>. Also, the BMS <b>310</b> may control temperature of the battery <b>320</b> using a cell heating module <b>351</b> and a cell cooling module <b>352</b> of the temperature control module <b>350</b>. In an embodiment, in order to maintain performance of the battery <b>320</b>, the BMS <b>310</b> may control temperature of the battery <b>320</b> by considering altitude variation of the hybrid vertical take-off and landing aircraft.
0062Also, the BMS <b>310</b> may prevent overcharging of the battery <b>320</b>. In an embodiment, the battery <b>320</b> may supply electric power to a motor <b>370</b> through an electric current measuring unit <b>330</b>, a connection unit <b>340</b>, and a motor driver <b>360</b>. The electric current measuring unit <b>330</b> may measure a level of an electric current supplied from the battery <b>320</b> to the motor <b>370</b>. When the electric current level measured by the electric current measuring unit <b>330</b> is less than or equal to a predetermined threshold amount, the BMS <b>310</b> may control the connection unit <b>340</b> to be turned on and may control the motor <b>370</b> to receive electric power from the battery <b>320</b>. When the electric current level measured by the electric current measuring unit <b>330</b> exceeds the predetermined threshold amount, the BMS <b>310</b> may control the connection unit <b>340</b> to be turned off to block the supply of electric power to the motor <b>370</b> of the battery <b>320</b> in order to prevent overcharging.
0063Also, the BMS <b>310</b> may estimate a state of health (SoH), a state of charge (SoC), a state of function (SoF), etc. of each of a plurality of battery modules. Here, the SoH may indicate how much the performance of the battery <b>320</b> has deteriorated compared to when manufactured, the SoC may indicate information regarding the amount of electric charge accommodated by the battery <b>320</b>, and the SoF may indicate information regarding how consistent the performance of the battery <b>320</b> is with a predetermined condition. Also, the BMS <b>310</b> may provide the SoH, the SoC, and the SoF to the electric power controller or the controller.
00643. Hybrid Vertical Take-Off and Landing Aircraft with Variable Position of Thrust Generating Apparatus
0065<figref idref="DRAWINGS">FIG. 4</figref> is a block diagram showing a propulsion system of a serial-type hybrid vertical take-off and landing aircraft according to an embodiment.
0066Referring to <figref idref="DRAWINGS">FIG. 4</figref>, a propulsion system <b>400</b> of the hybrid vertical take-off and landing aircraft may include an engine <b>410</b>, a generator <b>420</b>, a controller <b>430</b>, a battery <b>440</b>, a motor <b>450</b>, and a thrust generating apparatus <b>460</b>. In an embodiment, the above descriptions of the hybrid vertical take-off and landing aircraft with reference to <figref idref="DRAWINGS">FIGS. 1 to 3</figref> may be applied to the propulsion system <b>400</b> of the hybrid vertical take-off and landing aircraft of <figref idref="DRAWINGS">FIG. 4</figref>.
0067The engine <b>410</b> may burn fuel to generate mechanical power and may supply the generated power to the generator <b>420</b>.
0068The generator <b>420</b> may produce electric power using the power supplied from the engine <b>410</b>. In an embodiment, the generator <b>420</b> may be an integrated starter and generator (ISG). The ISG may produce AC electric power using the power supplied from the engine <b>410</b>.
0069The battery <b>440</b> may store the electric power produced by the generator <b>420</b>. In this case, the electric power stored in the battery <b>440</b> may be DC electric power. The battery <b>440</b> may supply electric power to the motor <b>450</b> according to the control of the controller <b>430</b>.
0070The thrust generating apparatus <b>460</b> may generate thrust, and the hybrid vertical take-off and landing aircraft may fly using the generated thrust. In this case, the thrust generating apparatus <b>460</b> may be provided as at least one apparatus. As an example, the rotary wings <b>121</b>, <b>122</b>, and <b>123</b> of <figref idref="DRAWINGS">FIG. 1</figref> may be included in the thrust generating apparatus <b>460</b>.
0071The position of the thrust generating apparatus <b>460</b> may be variable. Here, the position does not refer to the absolute position of the thrust generating apparatus <b>460</b>, but may be defined as a direction in which an axis of rotation (or a center (e.g., a core)) of the thrust generating apparatus <b>460</b> is directed. Thus, the current position of the thrust generating apparatus <b>460</b> may vary depending on the direction of the axis of rotation of the thrust generating apparatus <b>460</b>.
0072The motor <b>450</b> may receive at least one of electric power stored in the battery <b>440</b> and electric power produced by the generator <b>420</b> but not stored in the battery <b>440</b> and may provide the power to the thrust generating apparatus <b>460</b>. The motor <b>450</b> may receive required power indicating electric power supplied to the motor <b>450</b> according to the control of the controller <b>430</b>. In an embodiment, the motor <b>450</b> may be a brushless DC electric motor (BLDC motor) or a permanent-magnet synchronous motor (PMSM).
0073The controller <b>430</b> may control the engine <b>410</b>, the generator <b>420</b>, the battery <b>440</b>, the motor <b>450</b>, and the thrust generating apparatus <b>460</b>. In an embodiment, the controller <b>430</b> may convert AC electric power produced by the generator <b>420</b> into DC electric power. For example, the controller <b>430</b> may include a converter, which may convert AC electric power produced by the ISG into DC electric power.
0074Also, the controller <b>430</b> may control the position of the thrust generating apparatus <b>460</b> to be variable. The controller <b>430</b> may move the position of the thrust generating apparatus <b>460</b>, that is, the direction of the axis of rotation of the thrust generating apparatus <b>460</b> between a first direction from the tail of the hybrid vertical take-off and landing aircraft to the head of the hybrid vertical take-off and landing aircraft and a second direction that is an upward direction perpendicular to the first direction. Here, the first direction may refer to the forward direction in which the hybrid vertical take-off and landing aircraft flies, and the second direction may refer to the upward direction that is perpendicular to the forward direction in which the hybrid vertical take-off and landing aircraft flies. The axis of rotation of the thrust generating apparatus <b>460</b> being in the first direction may be defined as a first position of the thrust generating apparatus <b>460</b>, and the axis of rotation of the thrust generating apparatus <b>460</b> being in the second direction may be defined as a second position of the thrust generating apparatus <b>460</b>.
0075When the hybrid vertical take-off and landing aircraft takes off or lands vertically, the controller <b>430</b> may move the position of the thrust generating apparatus <b>460</b> to the second position. When the position of the thrust generating apparatus <b>460</b> moves to the second position and the axis of rotation of the thrust generating apparatus <b>460</b> is in the second direction, the thrust generating apparatus <b>460</b> may generate thrust in a direction perpendicular to the hybrid vertical take-off and landing aircraft. The thrust generated in the vertical direction may facilitate the vertical take-off and landing of the hybrid vertical take-off and landing aircraft.
0076Also, when the hybrid vertical take-off and landing aircraft is in a level flight (e.g., a cruise flight or loitering flight), the controller <b>430</b> may move the position of the thrust generating apparatus <b>460</b> to the first position. When the position of the thrust generating apparatus <b>460</b> moves to the first position and the axis of rotation of the thrust generating apparatus <b>460</b> is in the first direction, the thrust generating apparatus <b>460</b> may generate thrust in a direction horizontal to the hybrid vertical take-off and landing aircraft. The thrust generated in the horizontal direction may facilitate the horizontal flight of the hybrid vertical take-off and landing aircraft.
0077Also, the position of the thrust generating apparatus <b>460</b> is not limited to the first position and the second position. Accordingly, the controller <b>430</b> may move the position of the thrust generating apparatus <b>460</b> to a point between the first position and the second position. In an embodiment, the controller <b>430</b> may change a direction of the axis of rotation of the thrust generating apparatus <b>460</b> from the second direction to the first direction according to altitude and flight speed when the hybrid vertical take-off and landing aircraft climbs and may change the direction of the axis of rotation of the thrust generating apparatus <b>460</b> from the first direction to the second direction according to altitude and flight speed when the hybrid vertical take-off and landing aircraft descends.
0078The controller <b>430</b> may confirm the current position of the thrust generating apparatus <b>460</b> and determine required power on the basis of the confirmed current position of the thrust generating apparatus <b>460</b>.
0079Since the controller <b>430</b> can control the position of the thrust generating apparatus <b>460</b>, the controller <b>430</b> may confirm the most recent control command that controlled the position of the thrust generating apparatus <b>460</b> to confirm the current position of the thrust generating apparatus <b>460</b>. Also, the controller <b>430</b> may confirm information regarding the current position of the thrust generating apparatus <b>460</b> from the thrust generating apparatus <b>460</b>.
0080With the same amount of electric power supplied to the motor <b>450</b>, the flight distance of the hybrid vertical take-off and landing aircraft may vary depending on the current position of the thrust generating apparatus <b>460</b>. For example, when the current position of the thrust generating apparatus <b>460</b> is the first position and also the hybrid vertical take-off and landing aircraft supplies a predetermined amount of electric power to the motor <b>450</b> to achieve horizontal flight, the hybrid vertical take-off and landing aircraft may have a large amount of movement, compared to vertical flight. Likewise, when the current position of the thrust generating apparatus <b>460</b> is the second position and also the hybrid vertical take-off and landing aircraft supplies a predetermined amount of electric power to the motor <b>450</b> to achieve horizontal flight, the hybrid vertical take-off and landing aircraft may have a small amount of movement, compared to vertical flight. This is because, when the current position of the thrust generating apparatus <b>460</b> is the first position, thrust may be generated by the thrust generating apparatus <b>460</b> in a horizontal direction and the thrust generated in the horizontal direction may act as resistance force during the vertical flight. Also, thrust generated in a vertical direction when the current position of the thrust generating apparatus <b>460</b> is the second position may act as resistance force during the horizontal flight. When the current position of the thrust generating apparatus <b>460</b> is the first position, in order to make the amount of movement upon the vertical flight equal to the amount of movement upon the horizontal flight, output power of the motor <b>450</b> upon the vertical flight should be greater than output power of the motor <b>450</b> upon the horizontal flight. That is, the output power of the motor <b>450</b> of the propulsion system <b>400</b> may vary depending on the current position of the thrust generating apparatus <b>460</b>. Thus, the controller <b>430</b> may determine the output power of the motor <b>450</b> on the basis of the current position of the thrust generating apparatus <b>460</b>. Also, since the output power of the motor corresponds to required power, the controller <b>430</b> may determine the required power on the basis of the current position of the thrust generating apparatus <b>460</b>.
0081In an embodiment, threshold output power of the motor <b>450</b> may be determined on the basis of the current position of the thrust generating apparatus <b>460</b>. For example, first threshold output power indicating threshold output power of the motor <b>450</b> upon the horizontal flight and second threshold output power indicating a threshold output power of the motor <b>450</b> upon the vertical flight may be predetermined. When a result of the confirmation of the current position of the thrust generating apparatus <b>460</b> is that the thrust generating apparatus <b>460</b> is in the first position, the controller <b>430</b> may control the output power of the motor to be equal to or less than the first threshold output power. On the other hand, when the thrust generating apparatus <b>460</b> is in the second position, the controller <b>430</b> may control the output power of the motor <b>450</b> to be equal to or less than the second threshold output power.
0082In an embodiment, the controller <b>430</b> may receive a piloting signal of the hybrid vertical take-off and landing aircraft through a communication interface, control the output power of the motor <b>450</b> by considering the current position of the thrust generating apparatus <b>460</b> according to the piloting signal, and determine required power on the basis of the controlled output power of the motor <b>450</b>.
0083Here, the communication interface may refer to an interface through which the propulsion system <b>400</b> communicates with an external apparatus. As an example, the communication interface may be included in the controller <b>430</b>. Also, the piloting signal may include a piloting instruction that controls acceleration, deceleration, or altitude variation of the hybrid vertical take-off and landing aircraft and may include a piloting instruction that controls target altitude, target speed, or target acceleration of the hybrid vertical take-off and landing aircraft. As an example, the propulsion system <b>400</b> may receive the piloting signal from a ground station.
0084In an embodiment, the amount of electric power required by the motor <b>450</b> may be determined on the basis of the current position of the thrust generating apparatus <b>460</b>. For example, when the current position of the thrust generating apparatus <b>460</b> is the first position, the amount of electric power required by the motor <b>450</b> when the hybrid vertical take-off and landing aircraft is flying horizontally may be less than the amount of electric power required by the motor <b>450</b> when the hybrid vertical take-off and landing aircraft is flying vertically. This is because, when the current position of the thrust generating apparatus <b>460</b> is the first position and also the hybrid vertical take-off and landing aircraft is flying vertically, the thrust generated in the horizontal direction acts as resistance force, thus increasing load on the motor <b>450</b>. Also, when the current position of the thrust generating apparatus <b>460</b> is the second position, the amount of electric power required by the motor <b>450</b> when the hybrid vertical take-off and landing aircraft is flying horizontally may be greater than the amount of electric power required by the motor <b>450</b> when the hybrid vertical take-off and landing aircraft is flying vertically. Thus, the controller <b>430</b> may control the output power of the motor <b>450</b> according to the piloting signal on the basis of the amount of electric power required by the motor <b>450</b> that varies depending on the current position of the thrust generating apparatus <b>460</b>.
0085Also, the controller <b>430</b> may control the output power of the motor <b>450</b> to reach at least one of target altitude, target speed, and target acceleration of the hybrid vertical take-off and landing aircraft included in the piloting signal, by considering the current position of the thrust generating apparatus. For example, on condition that the target speed included in the piloting signal is 80 km/h, the controller <b>430</b> may set the output power of the motor <b>450</b> as 1.5 kW when the current position of the thrust generating apparatus <b>460</b> is the first position and may set the output power of the motor <b>450</b> as 4 kW when the current position of the thrust generating apparatus <b>460</b> is the second position.
0086Also, the controller <b>430</b> may determine the amount of electric power stored in battery <b>440</b> and the amount of electric power not stored in the battery <b>440</b> from the power supplied to the motor <b>450</b>, on the basis of the determined required power. According to the determined amount of electric power, the controller <b>430</b> may perform a control to supply only the electric power stored in the battery <b>440</b> to the motor <b>450</b>, supply only the electric power not stored in the battery <b>440</b> to the motor <b>450</b>, or supply both the electric power stored in the battery <b>440</b> and the electric power not stored in the battery <b>440</b> to the motor <b>450</b>.
0087In an embodiment, the controller <b>430</b> may supply the power not stored in the battery <b>440</b> to the motor <b>450</b> preferentially over the power stored in the battery <b>440</b>. This is to enhance fuel efficiency of the hybrid vertical take-off and landing aircraft. For example, when the amount of required power is greater than the amount of electric power not stored in the battery <b>440</b>, the controller <b>430</b> may perform a control to supply all of the power not stored in the battery <b>440</b> and supply, to the motor <b>450</b>, electric power corresponding to a difference between the amount of electric power not stored in the battery <b>440</b> and the amount of required power out of the electric power stored in the battery <b>440</b>. An another example, when the amount of required power is equal to the amount of electric power not stored in the battery <b>440</b>, the controller <b>430</b> may supply only the amount of electric power not stored in the battery <b>440</b> to the motor <b>450</b>. As still another example, when the amount of required power is less than the amount of electric power not stored in the battery <b>440</b>, the controller <b>430</b> may perform a control to supply only the power not stored in the battery <b>440</b> to the motor <b>450</b> and store, in the battery <b>440</b>, the remaining electric power of the power not stored in the battery <b>440</b> other than the power supplied to the motor <b>450</b>.
0088In another embodiment, the controller <b>430</b> may supply the power stored in the battery <b>440</b> to the motor <b>450</b> preferentially over the power not stored in the battery <b>440</b>. For example, when the hybrid vertical take-off and landing aircraft lands, the controller <b>430</b> may supply the electric power stored in the battery <b>440</b> to the motor <b>450</b> preferentially over the power not stored in the battery <b>440</b>. This is to consume the power stored in the battery <b>440</b> before the hybrid take-off and landing aircraft lands in order to enhance fuel efficiency. For example, when the amount of required power is greater than the amount of electric power stored in the battery <b>440</b>, the controller <b>430</b> may perform a control to supply all of the power stored in the battery <b>440</b> and supply, to the motor <b>450</b>, electric power corresponding to a difference between the amount of electric power stored in the battery <b>440</b> and the amount of required power out of the electric power not stored in the battery <b>440</b>. As another example, when the amount of required power is equal to or less than the amount of electric power stored in the battery <b>440</b>, the controller <b>430</b> may perform a control to supply only the electric power stored in the battery <b>440</b> to the motor <b>450</b>.
0089In an example of <figref idref="DRAWINGS">FIG. 4</figref>, the controller <b>430</b> may be represented as one unit. However, the controller <b>430</b> may be composed of a first controller and a second controller. Also, embodiments of the present invention are not limited thereto. The controller <b>430</b> may be composed of a plurality of units. As an example, the first controller may correspond to the controller <b>250</b> of <figref idref="DRAWINGS">FIG. 2</figref>, and the second controller may correspond to the electric power controller <b>240</b> of <figref idref="DRAWINGS">FIG. 2</figref>.
0090The first controller may control an operation of the second controller, the movement of the hybrid vertical take-off and landing aircraft, and the communication between the hybrid vertical take-off and landing aircraft and a ground station. Also, the first controller may confirm the current position of the thrust generating apparatus <b>460</b> and determine required power on the basis of the confirmed current position of the thrust generating apparatus <b>460</b>.
0091The controller <b>2</b> may determine the amount of electric power stored in battery <b>440</b> and the amount of electric power not stored in the battery <b>440</b> from the power supplied to the motor <b>450</b>, on the basis of the determined required power. Also, the second controller may adjust the amount of electric power produced by the generator <b>420</b> and the amount of electric power stored in the battery <b>440</b> on the basis of the required power.
0092Also, the second controller may include a converter, which may convert AC electric power produced by an ISG into DC electric power and store the DC electric power in the battery <b>440</b> or directly supply the DC electric power to the motor <b>450</b>. Also, the second controller may supply the DC electric power to an auxiliary battery. The first controller may be driven by receiving the DC electric power from the auxiliary battery.
0093Also, the second controller may control the ISG to adjust the amount of production of the AC electric power. For example, when the amount of required power is less than the amount of electric power that is produced by the ISG but not stored in the battery, the second controller may control the ISG to produce electric power by the amount of required power.
0094<figref idref="DRAWINGS">FIG. 5</figref> is a diagram for describing a change in position of a propulsion generating device according to an embodiment.
0095Referring to <figref idref="DRAWINGS">FIG. 5</figref>, thrust generating apparatuses <b>520</b> and <b>530</b> of the hybrid vertical take-off and landing aircraft <b>510</b> may vary in position. When the hybrid vertical take-off and landing aircraft <b>510</b> is in a horizontal flight such as a cruising flight or a loitering flight, as shown in (a), the hybrid vertical take-off and landing aircraft <b>510</b> may tilt the axes of rotation of the thrust generating apparatuses <b>520</b> and <b>530</b> in the forward direction. Also, when the hybrid vertical take-off and landing aircraft <b>510</b> is in a vertical flight such as vertical take-off or vertical landing, as shown in (b), the hybrid vertical take-off and landing aircraft <b>510</b> may tilt the axes of rotation of the thrust generating apparatuses <b>520</b> and <b>530</b> in the upward direction. This is to generate thrust in a direction in which the hybrid vertical take-off and landing aircraft <b>510</b> intends to fly by tilting the thrust generating apparatuses <b>520</b> and <b>530</b>. Also, the hybrid vertical take-off and landing aircraft <b>510</b> may confirm the current positions of the thrust generating apparatuses <b>520</b> and <b>530</b>, determine required power indicating power supplied to the motor on the basis of the current positions of the thrust generating apparatuses <b>520</b> and <b>530</b>, and determine the amount of electric power stored in the battery and the amount of electric power not stored in the battery from the power supplied to the motor on the basis of the determined required power.
0096<figref idref="DRAWINGS">FIG. 6</figref> is a diagram showing a mission profile of a hybrid vertical take-off and landing aircraft during a mission according to an embodiment.
0097Referring to <figref idref="DRAWINGS">FIG. 6</figref>, a horizontal axis of a graph of <figref idref="DRAWINGS">FIG. 6</figref> may represent range, and a vertical axis may represent altitude. It is assumed that the hybrid vertical take-off and landing aircraft in <figref idref="DRAWINGS">FIG. 6</figref> is the same as the hybrid vertical take-off and landing aircraft <b>510</b> shown in <figref idref="DRAWINGS">FIG. 5</figref>. In time points <b>611</b> to <b>618</b>, the hybrid vertical take-off and landing aircraft may control the thrust generating apparatus to make a flight. In this case, the hybrid vertical take-off and landing aircraft may determine required power on the basis of the current position of the thrust generating apparatus and may determine the amount of electric power stored in the battery and the amount of electric power produced by the generator but not stored in the battery on the basis of the determined required power.
0098From time point <b>611</b> to time point <b>612</b>, the hybrid vertical take-off and landing aircraft may take off vertically. In this case, the axis of rotation of the thrust generating apparatus may be directed in the upward direction. For example, the hybrid vertical take-off and landing aircraft may determine the amount of electric power stored in the battery as 2 kW and the amount of electric power not stored in the battery as 2 kW from the required power.
0099Also, the hybrid vertical take-off and landing aircraft may make a climbing flight from time point <b>612</b> to time point <b>613</b>. In this case, the axis of rotation of the thrust generating apparatus may be changed from the upward direction to the forward direction or may be fixed to the upward direction or forward direction. As an example, the hybrid vertical take-off and landing aircraft may make a climbing flight for 10 minutes and may determine the amount of electric power stored in the battery as 1 kW and the amount of electric power not stored in the battery as 2 kW from the required power. Also, the hybrid vertical take-off and landing aircraft may make a cruising flight from time point <b>613</b> to time point <b>614</b> or from time point <b>615</b> to time point <b>616</b>. In this case, the axis of rotation of the thrust generating apparatus may be directed in the forward direction. For example, the hybrid vertical take-off and landing aircraft may fly at the speed of 80 km/h and may determine the electric power stored in the battery as 1 kW and the amount of electric power not stored in the battery as 1 kW from the required power. Also, the hybrid vertical take-off and landing aircraft may enter dash mode that rapidly increases the speed from time point <b>615</b> to time point <b>616</b>. For example, in the dash mode, the hybrid vertical take-off and landing aircraft may fly at the speed of 120 km/h and may determine the electric power stored in the battery as 1 kW and the amount of electric power not stored in the battery as 2 kW from the required power. Also, the hybrid vertical take-off and landing aircraft may supply only the electric power not stored in the battery to the motor to make a cruising flight.
0100Also, the hybrid vertical take-off and landing aircraft may make a loitering flight from time point <b>614</b> to time point <b>615</b>. In this case, the axis of rotation of the thrust generating apparatus may be directed in the forward direction. For example, the hybrid vertical take-off and landing aircraft may make a loitering flight using only the electric power not stored in the battery and may deliver electric power produced by the generator but not stored in the battery to the motor while charging the battery with electric power produced by the generator. Also, the hybrid vertical take-off and landing aircraft may enter the silence mode that supplies only the electric power stored in the battery to the motor. In this case, the hybrid vertical take-off and landing aircraft may turn off its engine to prevent the generator from producing electric power.
0101Also, the hybrid vertical take-off and landing aircraft may make a descent flight from time point <b>616</b> to time point <b>617</b>. In this case, the axis of rotation of the thrust generating apparatus may be changed from the forward direction to the upward direction or may be fixed to the upward direction or forward direction. As an example, the hybrid vertical take-off and landing aircraft may make the descent flight using only the electric power not stored in the battery and may deliver electric power produced by the generator but not stored in the battery to the motor while charging the battery with electric power produced by the generator.
0102Also, the hybrid vertical take-off and landing aircraft may land vertically from time point <b>617</b> to time point <b>618</b>. In this case, the axis of rotation of the thrust generating apparatus may be directed in the upward direction. For example, the hybrid vertical take-off and landing aircraft may preferentially supply the electric power stored in the battery to the motor in order to enhance fuel consumption efficiency.
0103<figref idref="DRAWINGS">FIG. 7</figref> is a diagram showing a mission profile of a hybrid vertical take-off and landing aircraft during a mission according to another embodiment.
0104Referring to <figref idref="DRAWINGS">FIG. 7</figref>, a horizontal axis of a graph of <figref idref="DRAWINGS">FIG. 7</figref> may represent range, and a vertical axis may represent altitude. It is assumed that the hybrid vertical take-off and landing aircraft in <figref idref="DRAWINGS">FIG. 7</figref> is the same as the hybrid vertical take-off and landing aircraft <b>510</b> shown in <figref idref="DRAWINGS">FIG. 5</figref>. In time points <b>711</b> to <b>728</b>, the hybrid vertical take-off and landing aircraft may control the thrust generating apparatus to make a flight. In this case, the hybrid vertical take-off and landing aircraft may determine required power on the basis of the current position of the thrust generating apparatus and may determine the amount of electric power stored in the battery and the amount of electric power produced by the generator but not stored in the battery on the basis of the determined required power.
0105From time point <b>711</b> to time point <b>712</b>, the hybrid vertical take-off and landing aircraft may take off vertically. In this case, the axis of rotation of the thrust generating apparatus may be directed in the upward direction. Also, the hybrid vertical take-off and landing aircraft may make a climbing flight from time point <b>712</b> to time point <b>713</b>. In this case, the axis of rotation of the thrust generating apparatus may be changed from the upward direction to the forward direction or may be fixed to the upward direction or forward direction. Also, the hybrid vertical take-off and landing aircraft may make a cruising flight from time point <b>713</b> to time point <b>714</b>. In this case, the axis of rotation of the thrust generating apparatus may be directed in the forward direction. Also, the hybrid vertical take-off and landing aircraft may enter the dash mode that rapidly increases the speed from time point <b>713</b> to time point <b>714</b>. Also, the hybrid vertical take-off and landing aircraft may supply only the electric power not stored in the battery to the motor to make a cruising flight. Also, the hybrid vertical take-off and landing aircraft may make a descent flight from time point <b>714</b> to time point <b>717</b>. In this case, the axis of rotation of the thrust generating apparatus may be changed from the forward direction to the upward direction or may be fixed to the upward direction or forward direction. As an example, the hybrid vertical take-off and landing aircraft may make the descent flight using only the electric power not stored in the battery and may deliver electric power produced by the generator but not stored in the battery to the motor while charging the battery with electric power produced by the generator. Also, while making the descent flight, from time point <b>715</b> to time point <b>716</b>, the hybrid vertical take-off and landing aircraft may make a loitering flight. For example, the hybrid vertical take-off and landing aircraft may make a loitering flight using only the electric power not stored in the battery and may deliver electric power produced by the generator but not stored in the battery to the motor while charging the battery with electric power produced by the generator. Also, the hybrid vertical take-off and landing aircraft may enter the silence mode that supplies only the electric power stored in the battery to the motor. In this case, the hybrid vertical take-off and landing aircraft may turn off its engine to prevent the generator from producing electric power. Also, the hybrid vertical take-off and landing aircraft may land vertically from time point <b>717</b> to time point <b>718</b>. In this case, the axis of rotation of the thrust generating apparatus may be directed in the upward direction.
0106Also, the hybrid vertical take-off and landing aircraft may take off vertically again from time point <b>721</b> to time point <b>722</b>. The hybrid vertical take-off and landing aircraft may make a climbing flight from time point <b>722</b> to time point <b>723</b>, make a cruising flight from time point <b>723</b> to time point <b>724</b>, make a loitering flight from time point <b>724</b> to time point <b>725</b>, and make a cruising flight again from time point <b>725</b> to time point <b>726</b>. As an example, when the hybrid vertical take-off and landing aircraft makes a loitering flight or cruising flight, the hybrid vertical take-off and landing aircraft may enter the silence mode that supplies only the electric power stored in the battery to the motor. Also, the hybrid vertical take-off and landing aircraft may make a descent flight from time point <b>726</b> to time point <b>727</b> and may land vertically from time point <b>727</b> to time point <b>728</b>.
0107<figref idref="DRAWINGS">FIG. 8</figref> is an operational flowchart for describing an electric power control method of a hybrid vertical take-off and landing aircraft according to an embodiment.
0108Referring to <figref idref="DRAWINGS">FIG. 8</figref>, the hybrid vertical take-off and landing aircraft may confirm the current position of at least one thrust generating apparatus whose position is variable (<b>810</b>).
0109Also, the hybrid vertical take-off and landing aircraft may determine required power according to a required flight state on the basis of the confirmed current position of the at least one thrust generating apparatus (<b>820</b>).
0110Also, the hybrid vertical take-off and landing aircraft may determine the amount of first electric power and the amount of second electric power from the electric power supplied to the motor that provides power to the at least one thrust generating apparatus on the basis of the determined required power (<b>830</b>). Here, the first electric power may refer to electric power stored in the battery from electric power produced by the generator using the power supplied by the engine, and the second electric power may refer to electric power not stored in the battery from the electric power produced by the generator.
0111The above descriptions with reference to <figref idref="DRAWINGS">FIGS. 1 to 7</figref> may be applied to the method of controlling electric power of the hybrid vertical take-off and landing aircraft shown in <figref idref="DRAWINGS">FIG. 8</figref>, and thus a detailed description thereof will be omitted.
01124. Operation Mode of Hybrid Vertical Take-Off and Landing Aircraft
0113<figref idref="DRAWINGS">FIG. 9</figref> is a block diagram showing a propulsion system of a serial-type hybrid vertical take-off and landing aircraft according to another embodiment.
0114Referring to <figref idref="DRAWINGS">FIG. 9</figref>, a propulsion system <b>900</b> of the hybrid vertical take-off and landing aircraft may include an engine <b>910</b>, a generator <b>920</b>, a controller <b>930</b>, a battery <b>940</b>, and a motor <b>950</b>. In an embodiment, the descriptions of the hybrid vertical take-off and landing aircraft with reference to <figref idref="DRAWINGS">FIGS. 1 to 3</figref> may be applied to the propulsion system <b>900</b> of <figref idref="DRAWINGS">FIG. 9</figref>.
0115The engine <b>910</b> may burn fuel to generate mechanical power and may supply the generated power to the generator <b>920</b>.
0116The generator <b>920</b> may produce electric power using the power supplied from the engine <b>910</b>. In an embodiment, the generator <b>920</b> may be an integrated starter and generator (ISG). The ISG may produce AC electric power using the power supplied from the engine <b>410</b>.
0117The battery <b>940</b> may store the electric power produced by the generator <b>920</b>. In this case, the electric power stored in the battery <b>940</b> may be DC electric power. The battery <b>940</b> may supply electric power to the motor <b>950</b> according to the control of the controller <b>930</b>.
0118The motor <b>950</b> may receive at least one of electric power stored in the battery <b>940</b> and electric power produced by the generator <b>920</b> but not stored in the battery <b>440</b> and may provide the power to at least one thrust generating apparatus. The motor <b>950</b> may receive required power indicating electric power supplied to the motor <b>950</b> according to the control of the controller <b>930</b>. In an embodiment, the motor <b>450</b> may be a brushless DC electric motor (BLDC motor) or a permanent-magnet synchronous motor (PMSM).
0119The controller <b>930</b> may control the engine <b>910</b>, the generator <b>920</b>, the battery <b>940</b>, and the motor <b>950</b>. In an embodiment, the controller <b>930</b> may convert AC electric power produced by the generator <b>920</b> into DC electric power. For example, the controller <b>930</b> may include a converter (e.g., 3-phase inverter), which may convert AC electric power produced by the ISG into DC electric power.
0120The controller <b>930</b> may select an operation mode of the propulsion system <b>900</b>. Here, the operation mode may include silence mode and normal mode. The silence mode may refer to an operation mode that supplies electric power stored in the battery to the motor and does not supply electric power produced by the generator but not stored in the battery to the motor. Since the generator need not generate electric power in the silence mode, the controller <b>930</b> may control the generator <b>920</b> to stop producing the electric power and may control the engine <b>910</b> to be turned off. Thus, noise generated by the hybrid vertical take-off and landing aircraft may be decreased.
0121The normal mode may refer to an operation mode that supplies the electric power not stored in the battery <b>940</b> to the motor <b>950</b>. Thus, in the normal mode, the controller <b>930</b> may perform a control to supply only the electric power not stored in the battery to the motor <b>950</b> or to supply the electric power stored in the battery <b>940</b> and also the electric power not stored in the battery <b>940</b> to the motor <b>950</b>. Also, the normal mode may include dash mode. The dash mode may refer to an operation mode that rapidly accelerates the hybrid vertical take-off and landing aircraft. Thus, the required power of the motor may increase in the dash mode.
0122In an embodiment, the controller <b>930</b> may receive a piloting signal using a communication interface. Here, the piloting signal may include a piloting instruction that controls the operation mode. The controller <b>930</b> may extract the piloting instruction from the piloting signal and may select the silence mode or the normal mode according to the piloting instruction.
0123Also, the piloting signal may include information regarding coordinates or time at which the hybrid vertical take-off and landing aircraft enters the silence mode. In this case, the controller <b>930</b> may select the silence mode in response to the reaching of the silence mode entry coordinates or time included in the piloting signal. For example, for the case in which that the piloting signal includes a control instruction to enter the silence mode from point A to point B, the controller <b>930</b> may select the silence mode as the operation mode when the hybrid vertical take-off and landing aircraft reaches point A and may select the normal mode as the operation mode when the hybrid vertical take-off and landing aircraft reaches point B.
0124Also, before reaching the silence mode entry coordinates or time included in the piloting signal, the controller <b>930</b> may store electric power to be used in the silence mode in the battery <b>940</b>. To this end, the controller <b>930</b> may adjust the amount of electric power produced by the generator <b>920</b> in the normal mode to store the electric power produced by the generator <b>920</b> in the battery so that the silence mode is entered when the silence mode entry coordinates or time included in the piloting signal is reached. In the above example, the controller <b>930</b> may estimate an expected time taken to reach point A and may determine whether the hybrid vertical take-off and landing aircraft can make a flight in the silence mode during a predetermined duration when the electric power produced by the generator <b>920</b> is stored in the battery up to the expected time by using the current amount of electric current produced by the generator <b>920</b>. When it is determined that the flight is impossible, the controller <b>930</b> may increase the amount of electric power produced by the generator <b>920</b>, store the produced electric power in the battery <b>940</b>, and thereby secure the amount of electric power sufficient to make a flight in the silence mode for the predetermined duration.
0125Also, the piloting signal may include information regarding the duration of the silence mode. For example, the piloting signal may include a control instruction to maintain the silence mode for 5 minutes. In this case, in the normal mode, the controller <b>930</b> may determine whether the silence mode can be maintained for the duration. When it is determined that the silence mode cannot be maintained for the duration, the controller <b>930</b> may adjust the amount of production of the generator <b>920</b> before reaching the silence mode entry coordinates or time included in the piloting signal. Thus, the controller <b>930</b> may store the produced electric city in the battery <b>940</b> in order to maintain the silence mode for the duration.
0126Also, the piloting signal may include information regarding coordinates or time at which the hybrid vertical take-off and landing aircraft take-off and landing aircraft exits the silence mode. In this case, the controller <b>930</b> may select the normal mode in response to the reaching of the silence mode exit coordinates or time included in the piloting signal. For example, when the piloting signal includes a control instruction to exit the silence mode after 10 minutes, the controller may select the normal mode as the operation mode 10 minutes after receiving the piloting signal. Also, the piloting signal may include a piloting instruction that controls acceleration, deceleration, or altitude variation of the hybrid vertical take-off and landing aircraft and may include a piloting instruction that controls target altitude, target speed, or target acceleration of the hybrid vertical take-off and landing aircraft. The controller <b>930</b> may control output power of the motor <b>950</b> according to the piloting signal and may determine required power of the motor <b>950</b> on the basis of the output power of the motor <b>950</b>.
0127In an embodiment, when the amount of required power is greater than the amount of electric power stored in the battery in the silence mode, the controller <b>930</b> may control the output power of the motor <b>950</b> to decrease the amount of required power to the amount of electric power stored in the battery <b>940</b> or less. For example, for the case in which that electric power corresponding to 80 km/h is 4 kW and electric power corresponding to 60 km/h is 3 kW, when the amount of required power is 4 kW and the electric power stored in the battery is 3 kW, the controller <b>930</b> may adjust the speed of the hybrid vertical take-off and landing aircraft by decreasing the amount of required power to 3 kW. In the silence mode, only the electric power stored in the battery <b>940</b> is supplied to the motor <b>950</b>. Thus, the output power of the motor <b>950</b> may correspond to the electric power stored in the battery <b>940</b>. Accordingly, when the amount of required power is greater than the electric power stored in the battery <b>940</b>, the motor <b>950</b> cannot receive electric power equal to the required power from the battery <b>940</b>. Accordingly, the controller <b>930</b> may control the amount of required power to supply only the electric power stored in the battery <b>940</b> to the motor <b>950</b>.
0128Also, in the silence mode, the controller <b>930</b> may supply only the electric power stored in the battery <b>940</b> to the motor <b>950</b> when the amount of required power is equal to or less than the amount of electric power stored in the battery <b>940</b>.
0129In an embodiment, the controller <b>930</b> may control the output power of the motor <b>950</b> to control the duration of the silence mode. Since the silence mode uses only the electric power stored in the battery <b>940</b>, the duration over which the silence mode can be maintained may be limited. Also, the duration may decrease when the required power is large, and may increase when the required power is small because consumption of the electric power stored in the battery decreases. Thus, the controller <b>930</b> may compare the required power and the power stored in the battery <b>940</b> to estimate the duration of the silence mode.
0130Also, the controller <b>930</b> may transmit information associated with the silence mode to a piloting apparatus configured to pilot the hybrid vertical take-off and landing aircraft through a communication interface. For example, the controller <b>930</b> may transmit a notification message including information regarding the amount of electric power stored in the battery <b>940</b>, the duration of the silence mode, the amount of required power, the amount of change in duration according to a change in the required power, etc. to the piloting apparatus configured to pilot the hybrid vertical take-off and landing aircraft. In an embodiment, when the estimated duration is equal to or less than a predetermined time, the controller <b>930</b> may transmit the notification message through the communication interface. For example, the controller <b>930</b> may generate the notification message including information regarding the amount of electric power stored in the battery <b>940</b>, the duration of the silence mode, etc. and may transmit the generated notification message to the piloting apparatus configured to pilot the hybrid vertical take-off and landing aircraft.
0131Also, when the estimated duration is equal to or less than a predetermined time, the controller <b>930</b> may decrease the amount of required power may decrease the current amount of required power or less. As the current amount of required power decreases, the amount of electric power supplied to the motor <b>950</b> of the battery <b>940</b> may decrease, and thus the duration of the silence mode may increase.
0132Also, the piloting signal may include information regarding at least one of a target speed and target acceleration of the hybrid vertical take-off and landing aircraft. In this case, the controller <b>930</b> may control the output power of the motor <b>950</b> to reach the target speed or the target acceleration and may determine required power indicating electric power supplied to the motor <b>950</b> on the basis of the controlled output power of the motor <b>950</b>. For example, when the hybrid vertical take-off and landing aircraft is flying at a speed of 60 km/h, the piloting signal received by the controller <b>930</b> may include a piloting instruction to fly at the target speed of 120 km/h. In this case, since the hybrid vertical take-off and landing aircraft is rapidly accelerated, the controller <b>930</b> may select the dash mode included in the normal mode as the operation mode. As the hybrid vertical take-off and landing aircraft enters the dash mode, the controller <b>930</b> may increase the output power of the motor <b>950</b> to allow the hybrid vertical take-off and landing aircraft to reach the speed of 120 km/h and may determine required power corresponding to the increased output power of the motor <b>950</b>. Also, in order to supply electric power corresponding to the required power to the motor <b>950</b>, the controller <b>930</b> may supply the electric power stored in battery <b>940</b> and also the electric power produced by the generator <b>920</b> but not stored in the battery <b>940</b> to the motor <b>950</b>.
0133In an example of <figref idref="DRAWINGS">FIG. 9</figref>, the controller <b>930</b> may be represented as one unit. However, the controller <b>930</b> may be composed of a first controller and a second controller. Also, embodiments of the present invention are not limited thereto. The controller <b>930</b> may be composed of a plurality of units. As an example, the first controller may correspond to the controller <b>250</b> of <figref idref="DRAWINGS">FIG. 2</figref>, and the second controller may correspond to the electric power controller <b>240</b> of <figref idref="DRAWINGS">FIG. 2</figref>.
0134The first controller may select the silence mode or the normal mode as the operation mode of the propulsion system <b>900</b>.
0135The second controller may determine the amount of electric power stored in battery <b>940</b> and the amount of electric power not stored in the battery <b>940</b> from the power supplied to the motor <b>950</b>, on the basis of the selected mode.
0136<figref idref="DRAWINGS">FIG. 10</figref> is an operational flowchart for describing entry into silence mode according to an embodiment.
0137Referring to <figref idref="DRAWINGS">FIG. 10</figref>, the hybrid vertical take-off and landing aircraft may receive a piloting signal through a communication interface (<b>1010</b>).
0138Also, the hybrid vertical take-off and landing aircraft may confirm a silence mode entry instruction included in the piloting signal (<b>1020</b>).
0139Also, the hybrid vertical take-off and landing aircraft may confirm the amount of electric power stored in the battery and the amount of required power (<b>1030</b>).
0140Also, the hybrid vertical take-off and landing aircraft may determine whether the amount of electric power stored in the battery is equal to or greater than the amount of required power (<b>1040</b>). When it is determined that the amount of electric power stored in the battery is smaller than the amount of required power, the hybrid vertical take-off and landing aircraft may set the amount of required power to be the amount of electric power stored in the battery or less (<b>1041</b>).
0141Also, when it is determined that the amount of electric power stored in the battery is equal to or greater than the amount of required power, the hybrid vertical take-off and landing aircraft may determine whether the duration of the silence mode is equal to or greater than a predetermined duration (<b>1050</b>). Here, the predetermined duration may include a predetermined default duration or a duration included in the piloting signal. When it is determined the duration of the silence mode is less than the predetermined duration, the hybrid vertical take-off and landing aircraft may charge the battery to increase the duration of the silence mode to the predetermined duration in the normal mode or greater (<b>1051</b>). In this case, the hybrid vertical take-off and landing aircraft may control the amount of electric power produced by the generator according to the amount of electric power needed to charge the battery. After charging the battery, the hybrid vertical take-off and landing aircraft may determine whether the duration of the silence mode is equal to or greater than the predetermined duration again.
0142Also, when it is determined that the duration of the silence mode is equal to or greater than the predetermined duration, the hybrid vertical take-off and landing aircraft may enter the silence mode (<b>1060</b>).
0143<figref idref="DRAWINGS">FIG. 11</figref> is an operational flowchart for describing a method of controlling a hybrid vertical take-off and landing aircraft according to another embodiment.
0144Referring to <figref idref="DRAWINGS">FIG. 11</figref>, the hybrid vertical take-off and landing aircraft may select, as an operation mode, the silence mode that supplies only the electric power stored in the battery to the motor, adjusts the output power of the motor, and controls the duration or the normal mode that supplies the electric power produced by the generator but not stored in the battery to the motor. Here, the battery may store electric power produced by the generator using the power supplied by the engine, and the motor may receive at least one of the electric power stored in the battery and the electric power produced by the generator but not stored in the battery and may provide the power to at least one thrust generating apparatus (<b>1110</b>).
0145Also, the hybrid vertical take-off and landing aircraft may determine the amount of electric power stored in the battery and the amount of electric power not stored in the battery from the power supplied to the motor on the basis of the selected mode (<b>1120</b>).
0146The above descriptions with reference to <figref idref="DRAWINGS">FIGS. 1 to 10</figref> may be applied to the method of controlling the hybrid vertical take-off and landing aircraft shown in <figref idref="DRAWINGS">FIG. 11</figref>, and thus a detailed description thereof will be omitted.
01475. Mixed Type Hybrid Vertical Take-Off and Landing Aircraft
0148<figref idref="DRAWINGS">FIG. 12</figref> is a diagram for describing a mixed type hybrid vertical take-off and landing aircraft according to an embodiment.
0149Referring to <figref idref="DRAWINGS">FIG. 12</figref>, as shown in (a) and (b), a hybrid vertical take-off and landing aircraft <b>1210</b> may include a first rotary wing <b>1220</b> and second rotary wings <b>1231</b>, <b>1232</b>, and <b>1233</b>. The hybrid vertical take-off and landing aircraft <b>1210</b> may supply power to the first rotary wing <b>1220</b> and the second rotary wings <b>1231</b>, <b>1232</b>, and <b>1233</b> in a mixed type hybrid method. In an embodiment, the first rotary wing <b>1220</b> may be connected with an engine to directly receive power from the engine, and the second rotary wings <b>1231</b>, <b>1232</b>, and <b>1233</b> may receive electric power produced by the generator. Here, the generator may receive power from the engine and produce electric power. The first rotary wing <b>1220</b> may directly receive power from the engine, and the second rotary wings <b>1231</b>, <b>1232</b>, and <b>1233</b> may receive electric power converted from the power generated from the engine, thus decreasing energy conversion loss of the generator, increasing fuel efficiency, and increasing thrust of the hybrid vertical take-off and landing aircraft <b>1210</b>.
0150<figref idref="DRAWINGS">FIG. 13</figref> is a block diagram showing a propulsion system of a mixed type hybrid vertical take-off and landing aircraft according to an embodiment.
0151Referring to <figref idref="DRAWINGS">FIG. 13</figref>, a propulsion system <b>1300</b> of the hybrid vertical take-off and landing aircraft may include an engine <b>1310</b>, a generator <b>1320</b>, a controller <b>1330</b>, a battery <b>1340</b>, a motor <b>1350</b>, a first thrust generating apparatus <b>1360</b>, and a second thrust generating apparatus <b>1370</b>. In an embodiment, the above descriptions of the hybrid vertical take-off and landing aircraft with reference to <figref idref="DRAWINGS">FIGS. 1 to 3</figref> may be applied to the propulsion system <b>1300</b> of the hybrid vertical take-off and landing aircraft of <figref idref="DRAWINGS">FIG. 13</figref>.
0152The engine <b>1310</b> may burn fuel to generate mechanical power and may supply the generated power to the generator <b>1320</b>. In an embodiment, the engine <b>1310</b> may supply power to the generator <b>1320</b> and supply power to the first thrust generating apparatus <b>1360</b>. The engine <b>1310</b> may also supply power to the generator <b>1320</b> and the first thrust generating apparatus <b>1360</b> at the same time. The generator <b>1320</b> may produce electric power using the power supplied from the engine <b>1310</b>. In an embodiment, the generator <b>1320</b> may be an integrated starter and generator (ISG). The ISG may produce AC electric power using the power supplied from the engine <b>1310</b>.
0153The battery <b>1340</b> may store the electric power produced by the generator <b>1320</b>. In this case, the electric power stored in the battery <b>1340</b> may be DC electric power. The battery <b>1340</b> may supply electric power to the motor <b>1350</b> according to the control of the controller <b>1330</b>.
0154The first thrust generating apparatus <b>1360</b> may be directly connected with the engine <b>1310</b> and may generate thrust using the power supplied by the engine <b>1310</b>. Thus, the first thrust generating apparatus <b>1360</b> may be driven using fuel other than electricity as a power source. In an embodiment, the position of the first thrust generating apparatus <b>1360</b> may be fixed or variable. Here, the positions of the first thrust generating apparatus <b>1360</b> and the second thrust generating apparatus <b>1370</b> do not refer to absolute positions of the first thrust generating apparatus <b>1360</b> and the second thrust generating apparatus <b>1370</b>, and thus may be defined as directions in which axes of rotation (or centers) of the first thrust generating apparatus <b>1360</b> and the second thrust generating apparatus <b>1370</b> are directed. Also, as an example, the first thrust generating apparatus <b>1360</b> may be installed at the head of the hybrid vertical take-off and landing aircraft. As an example, the rotary wing <b>1130</b> of <figref idref="DRAWINGS">FIG. 11</figref> may be included in the first thrust generating apparatus <b>1360</b>.
0155The second thrust generating apparatus <b>1370</b> may be driven by the motor <b>1350</b> to generate thrust. In this case, the second thrust generating apparatus <b>1370</b> may be provided as at least one apparatus. As an example, the second rotary wings <b>1231</b>, <b>1232</b>, and <b>1233</b> of <figref idref="DRAWINGS">FIG. 12</figref> may be included in the second thrust generating apparatus <b>1370</b>. Also, the position of the second thrust generating apparatus <b>1370</b> may be variable.
0156The motor <b>1350</b> may receive at least one of electric power stored in the battery <b>1340</b> and electric power produced by the generator <b>1320</b> but not stored in the battery <b>1340</b> and may provide the power to the second thrust generating apparatus <b>1370</b>. The motor <b>1350</b> may receive required power indicating electric power supplied to the motor <b>1350</b> according to the control of the controller <b>1330</b>. In an embodiment, the motor <b>450</b> may be a brushless DC electric motor (BLDC motor) or a permanent-magnet synchronous motor (PMSM).
0157The controller <b>1330</b> may control the position of the first thrust generating apparatus <b>1360</b> or the second thrust generating apparatus <b>1370</b> to be variable. For example, the controller <b>1330</b> may move the position of the first thrust generating apparatus <b>1360</b> or the second thrust generating apparatus <b>1370</b>, that is, the direction of the axis of rotation of the first thrust generating apparatus <b>1360</b> or the second thrust generating apparatus <b>1370</b> between a first direction from the tail of the hybrid vertical take-off and landing aircraft to the head of the hybrid vertical take-off and landing aircraft and a second direction that is an upward direction perpendicular to the first direction. Here, the first direction may refer to a forward direction in which the hybrid vertical take-off and landing aircraft flies, and the second direction may refer to an upward direction that is perpendicular to the forward direction in which the hybrid vertical take-off and landing aircraft flies. Here, the axis of rotation of the first thrust generating apparatus <b>1360</b> or the second thrust generating apparatus <b>1370</b> being directed in the first direction may be defined as a first position of the first thrust generating apparatus <b>1360</b> or the second thrust generating apparatus <b>1370</b>, and the axis of rotation of the first thrust generating apparatus <b>1360</b> or the second thrust generating apparatus <b>1370</b> being directed in the second direction may be defined as a second position of the first thrust generating apparatus <b>1360</b> or the second thrust generating apparatus <b>1370</b>.
0158Also, the controller <b>1330</b> may control the engine <b>1310</b> to supply power to at least one of the first thrust generating apparatus <b>1360</b> and the generator <b>1320</b>.
0159In an embodiment, when the position of the first thrust generating apparatus <b>1360</b> is fixed and the position of the second thrust generating apparatus <b>1370</b> is variable, the first thrust generating apparatus <b>1360</b> may generate thrust in a horizontal direction, and the second thrust generating apparatus <b>1370</b> may generate thrust in a horizontal direction or vertical direction according to the position. Thus, when the hybrid vertical take-off and landing aircraft is flying vertically, the controller <b>1330</b> may control the second thrust generating apparatus <b>1370</b> to be driven. When the hybrid vertical take-off and landing aircraft is flying horizontally, the controller <b>1330</b> may control the first thrust generating apparatus <b>1360</b> and the second thrust generating apparatus <b>1370</b> to be driven together.
0160Also, in an embodiment, the controller <b>1330</b> may control the engine <b>1310</b> to supply power to the first thrust generating apparatus <b>1360</b> on the basis of at least one of a horizontal movement distance over which the hybrid vertical take-off and landing aircraft should move for a predetermined time, a vertical movement distance, and a ratio of the horizontal movement distance and the vertical movement distance. As an example, during a time period in which the vertical movement distance is greater than the horizontal movement distance and the ratio of the horizontal movement distance and the vertical movement distance is greater than a threshold ratio, the hybrid vertical take-off and landing aircraft may fly vertically. Since the first thrust generating apparatus <b>1360</b> may generate thrust in a horizontal direction, the controller <b>1330</b> may control the engine <b>1310</b> not to supply the power to the first thrust generating apparatus <b>1360</b> during the time period. As another example, during a time period in which the vertical movement distance is equal to or less than the horizontal movement distance and the ratio of the horizontal movement distance and the vertical movement distance is greater than a threshold ratio, the hybrid vertical take-off and landing aircraft may fly horizontally. Since the first thrust generating apparatus <b>1360</b> may generate thrust in a horizontal direction and the second thrust generating apparatus <b>1370</b> may generate thrust in a horizontal direction or a vertical direction according to the position, the controller <b>1330</b> may control the engine <b>1310</b> to supply power to at least one of the first thrust generating apparatus <b>1360</b> and the generator <b>1320</b> during the time period.
0161Also, in an embodiment, the controller <b>1330</b> may change the position of the second thrust generating apparatus <b>1370</b> on the basis of at least one of a horizontal movement distance over which the hybrid vertical take-off and landing aircraft should move for a predetermined time, a vertical movement distance, and a ratio of the horizontal movement distance and the vertical movement distance. As an example, during a time period in which the vertical movement distance is greater than the horizontal movement distance and the ratio of the horizontal movement distance and the vertical movement distance is greater than a threshold ratio, the controller <b>1330</b> may change the direction in which the rotation angle of the second thrust generating apparatus <b>1370</b> is directed to the second direction. Thus, the second thrust generating apparatus <b>1370</b> may generate thrust in a vertical direction. As another example, during a time period in which the vertical movement distance is equal to or less than the horizontal movement distance or when the ratio of the horizontal movement distance and the vertical movement distance is equal to or less than a threshold ratio, the controller <b>1330</b> may change the direction in which the rotation angle of the second thrust generating apparatus <b>1370</b> is directed to the first direction. Thus, the second thrust generating apparatus <b>1370</b> may generate thrust in a horizontal direction.
0162In an embodiment, the controller <b>1330</b> may receive a piloting signal of the hybrid vertical take-off and landing aircraft through a communication interface. Here, the piloting signal may include a piloting instruction that controls acceleration, deceleration, altitude variation, target altitude, target speed, or target acceleration. The controller <b>1330</b> may extract a piloting instruction from the piloting signal and may estimate a horizontal movement distance, a vertical movement distance, and a ratio of the horizontal movement distance and the vertical movement distance from the piloting instruction.
0163Also, the controller <b>1330</b> may detect a first period, a second period, and a third period from an entire flight time of the hybrid vertical take-off and landing aircraft. Here, the first period may refer to a period in which thrust is generated by the first thrust generating apparatus <b>1360</b>, the second period may refer to a period in which thrust for vertical movement is generated by the second thrust generating apparatus <b>1370</b>, and the third period may refer to a period in which thrust for horizontal movement is generated by the second thrust generating apparatus <b>1370</b>.
0164In an embodiment, the controller <b>1330</b> may detect the first period on the basis of whether the engine <b>1310</b> supplies power to the first thrust generating apparatus <b>1360</b>. For example, the controller <b>1330</b> may determine a period in which the engine <b>1310</b> supplies power to the first thrust generating apparatus <b>1360</b> as the first period out of the entire flight time and may exclude a period in which the engine <b>1310</b> does not supply the power to the first thrust generating apparatus <b>1360</b> from the first period.
0165Also, the controller <b>1330</b> may detect the second period and the third period on the basis of the position of the second thrust generating apparatus <b>1370</b>. The controller <b>1330</b> may determine a period in which the axis of rotation of the second thrust generating apparatus <b>1370</b> is directed in the second direction as the second period and may determine a period in which the axis of rotation of the second thrust generating apparatus <b>1370</b> is directed in the first direction as the third period. The controller <b>1330</b> may perform a control such that an overlap period between the first period and the second period is shorter than an overlap period between the first period and the third period. Thus, the thrust of the hybrid vertical take-off and landing aircraft may be distributed and thus efficiently generated, thus enhancing flight efficiency of the hybrid vertical take-off and landing aircraft.
0166In an embodiment, the controller <b>1330</b> may determine the amount of power supplied to the generator <b>1320</b> by the engine <b>1310</b> on the basis of the amount of electric power stored in the battery <b>1340</b> and may determine the amount of power supplied to the first thrust generating apparatus <b>1360</b> by the engine <b>1310</b> on the basis of the amount of power supplied to the generator <b>1320</b> by the engine <b>1310</b>. For example, for the case in which that the battery <b>1340</b> may store electric power of 2.5 kW, when the electric power stored in the battery <b>1340</b> is 2.0 kW, the controller <b>1330</b> may control the engine <b>1310</b> to deliver 70% of the maximum output power to the generator <b>1320</b> and may control the engine <b>1310</b> to deliver 30% of the maximum output power to the first thrust generating apparatus <b>1360</b>. Also, when the electric power stored in the battery <b>1340</b> is 2.0 kW, the generator <b>1320</b> does not need to supply the electric power to the battery <b>1340</b>. Thus, the controller <b>1330</b> may control the engine <b>1310</b> to deliver 70% of the maximum output power to the generator <b>1320</b> and may control the engine <b>1310</b> to deliver 30% of the maximum output power to the first thrust generating apparatus <b>1360</b>.
0167Also, the controller <b>1330</b> may determine required power on the basis of the current position of the second thrust generating apparatus <b>1370</b>. Since the controller <b>1330</b> can control the position of the second thrust generating apparatus <b>1370</b>, the controller <b>1330</b> may confirm the most recent control command that controlled the position of the second thrust generating apparatus <b>1370</b> to confirm the current position of the second thrust generating apparatus <b>1370</b>. Also, the controller <b>1330</b> may confirm information regarding the current position of the second thrust generating apparatus <b>1370</b> from the second thrust generating apparatus <b>1370</b>.
0168With the same amount of electric power supplied to the motor <b>1350</b>, a flight distance of the hybrid vertical take-off and landing aircraft may vary according to the current position of the second thrust generating apparatus <b>1370</b>. Thus, the controller <b>1330</b> may determine output power of the motor <b>1350</b> and may determine required power corresponding to the output power of the motor <b>1350</b> on the basis of the current position of the second thrust generating apparatus <b>1370</b>.
0169Also, the controller <b>1330</b> may determine the amount of power supplied to the generator <b>1320</b> by the engine <b>1310</b> on the basis of the amount of electric power stored in the battery <b>1340</b> and the required power. For example, when the required power is 4 kW and the electric power stored in the battery <b>1340</b> is 2.5 kW, the generator <b>1320</b> may produce electric power of 1.5 kW. In this case, the controller <b>1330</b> may control the engine <b>1310</b> to deliver 60% of the maximum output power to the generator <b>1320</b> and deliver 40% of the maximum output power to the first thrust generating apparatus <b>1360</b>. Also, when the required power is 3 kW and the electric power stored in the battery <b>1340</b> is 2.5 kW, the generator <b>1320</b> may produce electric power of 0.5 kW. In this case, the controller <b>1330</b> may control the engine <b>1310</b> to deliver 30% of the maximum output power to the generator <b>1320</b> and deliver 70% of the maximum output power to the first thrust generating apparatus <b>1360</b>.
0170In an embodiment, the controller <b>1330</b> may include an electric power controller. The electric power controller may control the generator <b>1320</b> to control the amount of produced electric power and convert the electric power produced by the generator <b>1320</b> into DC electric power. As an example, the electric power controller may include a converter (e.g., 3-phase inverter), which may convert AC electric power produced by the generator <b>1320</b> into DC electric power. Also, the electric power controller may supply the DC electric power to the battery <b>1340</b> or may supply the DC electric power to the motor <b>1350</b>.
0171Also, in an example of <figref idref="DRAWINGS">FIG. 13</figref>, the controller <b>1330</b> may be represented as one unit. However, the controller <b>1330</b> may be composed of a first controller and a second controller. Also, embodiments of the present invention are not limited thereto. The controller <b>1330</b> may be composed of a plurality of units. As an example, the first controller may correspond to the controller <b>250</b> of <figref idref="DRAWINGS">FIG. 2</figref>, and the second controller may correspond to the electric power controller <b>240</b> of <figref idref="DRAWINGS">FIG. 2</figref>.
0172Also, the controller <b>1330</b> may enable a flight using only the electric power stored in the battery <b>1340</b>. For example, the controller <b>1330</b> may enter the silence mode that supplies only the electric power stored in the battery <b>1340</b> to the motor <b>1350</b>. In this case, the controller <b>1330</b> may control the engine <b>1310</b> to stop the engine <b>1310</b> and thus stop supplying power to the generator <b>1320</b> and the first thrust generating apparatus <b>1360</b> of the engine <b>1310</b>. Thus, the controller <b>1330</b> may supply the electric power stored in the battery <b>1340</b> to the motor <b>1350</b>.
0173<figref idref="DRAWINGS">FIG. 14</figref> is a diagram for describing first to third periods according to an embodiment.
0174Referring to <figref idref="DRAWINGS">FIG. 14</figref>, a horizontal axis of a graph of <figref idref="DRAWINGS">FIG. 1400</figref> may represent range, and a vertical axis may represent altitude. The horizontal axes of the graphs <b>1410</b> to <b>1430</b> may represent time. It is assumed that the hybrid vertical take-off and landing aircraft in <figref idref="DRAWINGS">FIG. 14</figref> is the same as the hybrid vertical take-off and landing aircraft <b>1210</b> shown in <figref idref="DRAWINGS">FIG. 12</figref>. In time points <b>1401</b> to <b>1408</b>, the hybrid vertical take-off and landing aircraft may control the first thrust generating apparatus that receives power from the engine and the second thrust generating apparatus that receives power by the motor to make a flight. In this case, the motor may receive at least one of the electric power stored in the battery and the electric power produced by the generator but not stored in the battery. The hybrid vertical take-off and landing aircraft may take off vertically from time point <b>1401</b> to time point <b>1402</b> and may make a climbing flight from time point <b>1402</b> to time point <b>1403</b>. Thus, the hybrid vertical take-off and landing aircraft may fly vertically from time point <b>1401</b> to time point <b>1402</b> and may fly vertically and horizontally at the same time from time point <b>1402</b> to time point <b>1403</b>. The hybrid vertical take-off and landing aircraft may make a cruising flight from time point <b>1403</b> to time point <b>1404</b>, make a loitering flight from time point <b>1404</b> to time point <b>1405</b>, and make a cruising flight from time point <b>1405</b> to time point <b>1406</b>. Thus, the hybrid vertical take-off and landing aircraft may fly horizontally from time point <b>1403</b> to time point <b>1406</b>. The hybrid vertical take-off and landing aircraft may make a descent flight from time point <b>1406</b> to time point <b>1407</b> and may land vertically from time point <b>1407</b> to time point <b>1408</b>. Thus, the hybrid vertical take-off and landing aircraft may fly vertically and horizontally at the same time from time point <b>1406</b> to time point <b>1407</b> and may fly vertically from time point <b>1407</b> to time point <b>1408</b>.
0175The first thrust generating apparatus may generate thrust when the hybrid vertical take-off and landing aircraft is flying horizontally. Thus, as shown in the graph <b>1410</b>, the first period in which thrust is generated by the first thrust generating apparatus may be detected as the period between time point <b>1402</b> and time point <b>1407</b>.
0176Also, the second thrust generating apparatus may generate thrust for vertical movement when the hybrid vertical take-off and landing aircraft is flying vertically. Thus, as shown in the graph <b>1420</b>, the second period in which thrust for vertical movement is generated by the second thrust generating apparatus may be detected as the period between time point <b>1401</b> and time point <b>1403</b> and the period between time point <b>1406</b> and time point <b>1408</b>.
0177Also, the second thrust generating apparatus may generate thrust for horizontal movement when the hybrid vertical take-off and landing aircraft is flying horizontally. Thus, as shown in the graph <b>1430</b>, the third period in which thrust for horizontal movement is generated by the second thrust generating apparatus may be determined as the period between time point <b>1402</b> and time point <b>1407</b>.
0178Accordingly, as shown in the graphs <b>1410</b> to <b>1430</b>, the hybrid vertical take-off and landing aircraft may fly such that an overlap period between the first period and the second period is shorter than an overlap period between the first period and the third period.
0179<figref idref="DRAWINGS">FIG. 15</figref> is an operational flowchart for describing a method of controlling a mixed type hybrid vertical take-off and landing aircraft according to an embodiment.
0180Referring to <figref idref="DRAWINGS">FIG. 15</figref>, the hybrid vertical take-off and landing aircraft may receive a piloting signal of the hybrid vertical take-off and landing aircraft through a communication interface (<b>1510</b>).
0181Also, the hybrid vertical take-off and landing aircraft may control the engine to supply power to at least one of the first thrust generating apparatus and the generator such that the overlap period between the first period and the second period is shorter than the overlap period between the first period and the third period, on the basis of the piloting signal (<b>1520</b>). Here, the first period may indicate a period in which thrust is generated by a first thrust generating apparatus that receives power from the engine, the second period may indicate a period in which thrust for vertical movement is generated by at least one second thrust generating apparatus which is driven by the motor and whose position is variable, and the third period may indicate a period in which thrust for horizontal movement is generated by the second thrust generating apparatus. Also, the engine may supply power to at least one of the first thrust generating apparatus and the generator, and the generator may produce electric power using the power supplied by the engine and supply the produced electric power to the motor or the battery. Also, the motor may receive at least one of the electric power stored in the battery and the electric power produced by the generator but not stored in the battery and may provide the power to the second thrust generating apparatus.
0182The above descriptions with reference to <figref idref="DRAWINGS">FIGS. 1 to 14</figref> may be applied to the method of controlling electric power of the hybrid vertical take-off and landing aircraft shown in <figref idref="DRAWINGS">FIG. 15</figref>, and thus a detailed description thereof will be omitted.
0183The method according to an embodiment may be implemented as program instructions executable by a variety of computers and recorded on a computer-readable medium. The computer-readable medium may also include a program instruction, a data file, a data structure, or combinations thereof. The program instruction recorded on the recording medium may be designed and configured specifically for an embodiment or can be publicly known and available to those who are skilled in the field of computer software. Examples of the computer-readable medium include a magnetic medium, such as a hard disk, a floppy disk, and a magnetic tape, an optical medium, such as a CD-ROM, a DVD, etc., a magneto-optical medium such as a floptical disk, and a hardware device specially configured to store and perform program instructions, for example, a ROM, RAM, flash memory, etc. Examples of the program instruction include not only machine code generated by a compiler or the like but also high-level language codes that may be executed by a computer using an interpreter or the like. The above exemplary hardware device can be configured to operate as one or more software modules in order to perform the operation of an embodiment, and vice versa.
0184Although the present disclosure has been described with reference to specific embodiments and features, it will be appreciated that various variations and modifications can be made from the disclosure by those skilled in the art. For example, suitable results may be achieved if the described techniques are performed in a different order and/or if components in a described system, architecture, device, or circuit are combined in a different manner and/or replaced or supplemented by other components or their equivalents.
0185Accordingly, other implementations, embodiments, and equivalents are within the scope of the following claims.
Contents5
17 sheets
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Numbers
- Publication
- 10035604
- Application
- 15898203
Titles
- English
- Vertical take-off and landing aircraft using hybrid-electric propulsion system
Patent term adjustment
- Applicant delay
- −91 days
- Net adjustment
- 0 days
Classification
- CPC, 18
- B64D27/24
- B64C29/0033
- B64D31/06
- B64C29/0025
- B64D2221/00
- B64D27/02
- Y02T50/60
- Y02T50/40
- B64D35/02
- B64U50/19
- B64D2027/026
- B64U50/34
- B64U50/33
- B64D35/023
- B64D27/357
- B64D27/33
- B64D27/026
- B64U10/16
- IPC, 9
- B60W30 00
- B64D27 24
- B64D31 06
- B64D35 02
- B64C29 00
- B64D27 02
- B64U50 19
- B64U50 33
- B64U50 34